Policy T6.3 — Retail parking

Policy T6.3 Retail parking A The maximum parking standards set out in Table 10.5 should be applied to new retail development, unless alternative standards have been implemented in a Development Plan through the application of Policy G below. New retail development should avoid being car-dependent and should follow a town centre first approach, as set out in Policy SD7 Town centres: development principles and Development Plan Documents . B To make the most efficient use of land, the starting point for assessing the need for parking provision at all new retail development should be the use of existing public provision, such as town centre parking. C Opportunities should be sought to make the most of all existing parking, for example using office parking for retail outside working hours. Where shared parking is identified, overall provision should be reduced to make better use of land and more intensively use the parking that remains. D If on-site parking is justified it should be publicly-available. E Disabled persons parking should be provided as set out in Policy T6 .5 Non-residential disabled persons parking . F Where car parking is provided at retail development, provision for rapid electric vehicle charging should be made. G Boroughs may consider amended standards in defined locations consistent with the relevant criteria in the NPPF where there is clear evidence that the standards in Table 10.5 would result in: 1) A diversion of demand from town centres to out of town centres, undermining the town centres first approach. 2) A significant reduction in the viability of mixed-use redevelopment proposals in town centre. Table 10.5 - Maximum retail parking standards Table 10.5 shows the standards for the maximum parking spaces in non-residential developments Location Maximum parking provision* Central Activities Zone and all areas of PTAL 5-6 Car-free^ Inner London, Outer London Opportunity Areas and Outer London retail below 500 sq.m. Up to 1 space per 75 sq.m. gross internal area (GIA) Rest of outer London Up to 1 space per 50 sq.m. (GIA) * Where Development Plans specify lower local maximum standards for general or operational parking, these should be followed ^ With the exception of disabled persons parking, see Policy T6 .5 Non-residential disabled persons parking . 10.6.19 Retail developments are significant trip attractors and should be located in places that are well-connected by public transport. Many retail trips are potentially walkable or cyclable, and improving the attractiveness of these modes through improved public realm and the application of the Healthy Streets Approach will support the vitality of London’s many town centres and high streets. As such, car parking provision should be kept to a minimum and space should be used for activities that create vibrancy and contribute to the formation of liveable neighbourhoods. 10.6.20 Where significant provision of car parking at retail development can be justified, provision of r apid electric vehicle charging facilities should be made. Supplementary Planning Guidance on what provision is required will be provided. 10.6.21 As with office parking, any provision that is made should be carefully managed so that it does not undermine the attractiveness of alternatives to the car.London Plan Policy T6.3 · official source →